DE102019216023A1 - Brake system in an elevator installation - Google Patents

Abstract

The invention relates to a brake system (100) in an elevator system, which brake system (100) has at least one supply line (101) for supplying a hydraulic fluid, at least one drainage line (102) for discharging hydraulic fluid, at least one control unit (110, 120, 130), and comprises at least one brake cylinder (103). In particular, the brake system (100) has at least three control units (110, 120, 130), which are set up to set a braking force of the brake cylinder (103) and to distribute a braking effect proportionally the braking system (100). In particular, a car is braked when at least two of the three control units (110, 120, 130) assume a braking position. In particular, a car is released when at least two of the three control units (110, 120, 130) assume a release position. Furthermore, the invention relates to an elevator system comprising at least one brake system (100) with which a braking force for a car of the elevator system according to the inventive method is set.

Description

The invention relates to a brake system of an elevator installation, which brake system comprises at least one hydraulic line for guiding a hydraulic fluid, at least one control unit and at least one brake cylinder.

The invention further relates to a method for setting a braking power by means of this brake system, as well as an elevator system which comprises such a braking system and by means of which braking system a braking power is set according to the method.

Different surface properties result in different friction values, which can change during the operation of an elevator system. These friction values influence the braking distance. The braking distance of a car is also dependent on the load on the car.

Furthermore, a failure of a component of a brake system in an elevator installation can lead to the brake system failing. In such a case, a car is usually intercepted by means of a safety gear that acts independently of the braking system. Very long delays occur here, so that injuries to people in the car must be expected.

Against this background, it is an object of the present invention to improve a brake system mentioned at the beginning and to provide a method for setting a deceleration. In particular, a deceleration of the braking system should be individually adapted to the parameters influencing the braking distance of the car and failure of the braking system should be prevented.

To achieve this object, a braking system and a method for adjusting a braking force according to the independent claims are proposed. Further advantageous refinements of the invention are described in the dependent claims and the description as well as shown in the exemplary embodiments shown in the figures.

The proposed solution provides a brake system in an elevator system, which brake system comprises at least one brake cylinder, at least one feed line for feeding hydraulic fluid into the brake cylinder, at least one drainage line for discharging hydraulic fluid from the brake cylinder and at least one control unit.

In particular, the brake system has at least three control units which are set up to set a braking force of the brake cylinder. In particular, the control units are set up to share the braking effect among one another.

In one embodiment, the control units each include a processor, a control valve and a control valve. In particular, the control units each include a force measuring device. In particular, the control units additionally or alternatively each comprise an acceleration sensor.

In particular, the force measuring device detects a loading of a car. In particular, the current speed of the car is determined by means of the acceleration sensor. In particular, the deceleration acting on the car is determined by means of the acceleration sensor. In particular, the position and the speed of the car are determined by a system that is independent of the brake system and transmitted to the brake system.

In particular, on the basis of the measured values of the force measuring device and / or the acceleration sensor, a braking force is determined which must be applied in order to brake the car. In particular, the required braking force is adapted during the braking process in accordance with the changing measured value of the acceleration sensor.

In a further embodiment, the processor is set up to predefine a control value. In particular, the manipulated variable corresponds to the proportion of the braking force to be set by the associated control unit.

In a further embodiment, the control units are in electronic communication with one another.

In a further embodiment, the supply line is connected to the brake cylinder via a first supply line, a second supply line and a third supply line. Furthermore, the brake cylinder is connected to the drain line via a first drain line, a second drain line and a third drain line. In particular, a first control unit is set up to regulate a flow rate of the hydraulic fluid through the first supply line and the first discharge line. In particular, a second control unit is set up to regulate a flow rate of the hydraulic fluid through the second supply line and the second discharge line. In particular, a third control unit is set up for this purpose To regulate the flow rate of the hydraulic fluid through the third supply line and the third discharge line.

In a further embodiment, the brake cylinder comprises a first cylinder chamber, a second cylinder chamber and a brake piston. In particular, the brake piston is set up to be displaced in the brake cylinder in accordance with a filling amount of the hydraulic fluid located in the first cylinder chamber and in the second cylinder chamber, in order thus to set a braking force of the brake system.

To set a braking force by means of such a braking system, a car of the elevator system is braked when at least two of the control units of the braking system assume a braking position. Conversely, the car is released when at least two of the three control units of the brake system assume a release position.

Due to the fact that an actuation of the brake, i.e. a release or braking of the car, only takes place if two of the three control units of the brake system carry out a corresponding control of the associated valves, an incorrect actuation of the brake occurs in the course of a malfunction of an individual control unit prevented.

In one embodiment, the first, second or third control unit assumes a release position when the manipulated variable specified by the associated processor corresponds to a value of x <0%. By taking the release position, the braking force acting on the car is reduced. The respective control unit also assumes a blocking position when the manipulated variable specified by the associated processor corresponds to a value of x = 0%. The respective control unit assumes a braking position when the manipulated variable specified by the associated processor corresponds to a value of x> 0%. By taking the braking position, the braking force acting on the car is increased.

In one version, the control value corresponds to a value of -100% ≤x≤100%. In particular, the control value corresponds to a percentage of the braking force that the corresponding control unit should contribute to a braking process or a release process.

In one embodiment, the sum of the percentages of the braking force of the three control units corresponds to a value of 100% for a braking process and -100% for a release process.

In a further embodiment, the values of the control values are divided between the control units via the electronic communication link in such a way that the sum of the percentages of the braking force of the three control units corresponds to a value of -100% or 100%.

In a further embodiment, the functionality of the control units is checked by dividing the control values by means of the electronic communication link.

• • der Prozessor einer der drei Steuereinheiten einen bestimmten ersten Stellwert vorgibt;
• • ein verbleibender prozentualer Anteil der einzustellenden Bremskraft mittels der elektronischen Kommunikationsverbindung an die beiden anderen Steuereinheiten der drei Steuereinheiten übermittelt wird. Insbesondere entspricht der verbleibende prozentuale Anteil der einzustellenden Bremskraft einer Differenz zwischen 100% und dem ersten Stellwert für einen Bremsvorgang. Insbesondere entspricht der verbleibende prozentuale Anteil der einzustellenden Bremskraft einer Differenz zwischen -100% und dem ersten Stellwert für einen Freigabevorgang;
• • entsprechend dem verbleibenden prozentualen Anteil der einzustellenden Bremskraft für die beiden anderen Steuereinheiten ein zweiter Stellwert und ein dritter Stellwert vorgegeben werden.

In particular, the functionality of the control units is checked by:

• • the processor of one of the three control units specifies a specific first control value;
• • a remaining percentage of the braking force to be set is transmitted to the two other control units of the three control units by means of the electronic communication link. In particular, the remaining percentage of the braking force to be set corresponds to a difference between 100% and the first control value for a braking process. In particular, the remaining percentage of the braking force to be set corresponds to a difference between -100% and the first control value for a release process;
• • A second control value and a third control value are specified for the two other control units according to the remaining percentage of the braking force to be set.

In a further embodiment, a malfunction is detected when the sum of the first control value, the second control value and the third control value does not correspond to a value of 100% for a braking process or -100% for a release process.

In particular, when a malfunction of a control unit is detected, the manipulated variable of the corresponding control unit is set to x = 0%, so that the control unit assumes a blocking position. The control unit can be brought into the blocking position by means of the control valve and / or the regulating valve of the control unit.

To operate the brake, the control value for the other two control units is changed accordingly. In particular, the required braking force is proportionally evenly divided between the two functional control units, so that the control value for the two control units corresponds to x = 50% for a braking process or x = -50% for a release process.

The brake system according to the invention, as well as the method for setting a braking power, have the advantage that an individual braking power can be set by means of the control units which are in electronic communication with one another. Furthermore, by means of the communication connection between the processors, a failure or a malfunction of a control unit is correspondingly compensated for by correcting the control value for at least one of the two other control units.

In this way, a defect in a control unit is detected at an early stage, so that the defective control unit can be repaired or replaced. A failure of a braking function of the braking system is thus prevented.

Furthermore, in the event of a defect in one of the three control units, the brake system can continue to be operated by setting the braking force to be set by means of the two other control units by appropriately specifying the control values. In this way, it is prevented that when a defect is detected in one of the control units, emergency braking is initiated and, as a result, people may be locked in a car and have to be evacuated.

• 1 ein in einem hydraulischen Schaltbild dargestelltes Ausführungsbeispiel für ein mehrkanaliges Bremssystem;
• 2 das in 1 dargestellte Ausführungsbeispiel mit einer Fehlfunktion eines Regelventils während eines Freigabevorgangs;

Further advantageous details, features and design details of the invention are explained in more detail in connection with the exemplary embodiments shown in the figures. It shows:

• 1 an embodiment shown in a hydraulic circuit diagram for a multi-channel brake system;
• 2 this in 1 illustrated embodiment with a malfunction of a control valve during a release process;

The 1 and 2 show a multi-channel braking system according to the invention for a car that can be moved in an elevator shaft of an elevator installation in a hydraulic circuit diagram.

The braking system 100 includes a supply line 101 for guiding a hydraulic fluid, in particular oil, into a first cylinder chamber 103a or a second cylinder chamber 103b a brake cylinder 103 . The brake system also includes a drain line 102 for discharging the hydraulic fluid from the first cylinder chamber 103a or the second cylinder chamber 103b of the brake cylinder 103 .

The brake cylinder 103 is with the supply line 101 via a first supply line 101a , a second supply line 101b and a third supply line 101c connected. With the drain pipe 102 is the brake cylinder via a first drain line 102a , a second drain line 102b and a third drain line 102c connected.

Next includes the braking system 100 three independently acting control units 110 , 120 , 130 . Any control unit 110 , 120 , 130 each comprises a force measuring device and / or an acceleration sensor, a processor, a control valve 111 , 121 , 131 and a control valve 112 , 122 , 132 .

By means of the control units 110 , 120 , 130 both the flow direction and the flow rate of the hydraulic fluid into or out of the first / second cylinder chamber 103a , 103b of the brake cylinder 103 controlled.

According to the filling amount in the first cylinder chamber 103a and in the second cylinder chamber 103b located hydraulic fluid, the brake piston 103c in the brake cylinder 103 moved, whereby the car is braked or released.

By using the supply line 101 Hydraulic fluid into the first cylinder chamber 103a is introduced, a cylinder piston moves 103c in the brake cylinder 103 , whereby at the same time hydraulic fluid from the second cylinder chamber 103b through the cylinder piston 103c is displaced. The one from the second cylinder chamber 103b Displaced hydraulic fluid is via the drain line 102 discharged. In this way the car is braked.

The other way around, the car is released by using the supply line 101 Hydraulic fluid into the second cylinder chamber 103b is introduced and in the course of this the cylinder piston 103c Hydraulic fluid from the first cylinder chamber 103a displaced which via the drain line 102 is discharged.

The force measuring device of the three control units 110 , 120 , 130 detects a loading of the car. The current deceleration of the car is determined by means of the acceleration sensor. On the basis of the measured values of the force measuring device and the acceleration sensor, a braking force is determined which must be applied in order to brake the car. During the braking process, the required braking force is adjusted according to the changing measured value of the acceleration sensor.

In every control unit 110 , 120 , 130 are made by means of the processor and the control valve 111 , 121 , 131 the control valve 112 , 122 , 132 the respective control unit 110 , 120 , 130 controlled.

The control valves 111 , 121 , 131 can be switched between a locked position and a working position. The control valves are used to actuate the brake, that is to say to transfer the brake to a braking state or a release state 111 , 121 , 131 brought into working position.

The braking force required for a braking process or releasing process of a car is proportionately via the three control units 110 , 120 , 130 set. The percentage is the same for each control unit 110 , 120 , 130 one from the processor of the control unit 110 , 120 , 130 specified control value x, where -100% ≤x≤100%.

With a value of x <0% for a control unit 110 , 120 , 130 the corresponding control valve is located 111 , 121 , 131 in the working position and the associated control valve 112 , 122 , 132 in a release position, so that hydraulic fluid from the supply line 101 into the second cylinder chamber 103b and that from the first cylinder chamber 103a Displaced hydraulic fluid via the drain line 102 can drain. The flow rate of the hydraulic fluid through the control valve 112 , 122 , 132 is set according to the manipulated variable x specified by the processor.

The control valve is located at a value of x = 0% 112 , 122 , 132 the corresponding control unit 110 , 120 , 130 in a locked position. In this case there is no flow of hydraulic fluid through the corresponding control valve 112 , 133, 132 instead. The corresponding control unit 110 , 120 , 130 thus does not contribute to an actuation of the brake with a control value of x = 0%.

The control valve is located for a value of x> 0% 112 , 122 , 132 the respective control unit 110 , 120 , 130 in a braking position. That means the control valve 112 , 122 , 132 is set so that hydraulic fluid from the supply line 101 into the first cylinder chamber 103a is conducted and at the same time hydraulic fluid from the second cylinder chamber 103b into the drain line 102 can drain. The flow rate of the hydraulic fluid is thereby determined by the control valve 112 , 122 , 132 set according to the manipulated variable x specified by the processor.

In order to divide the braking power to be applied proportionally to the three control units, the three control units are available 110 , 120 , 130 in electronic communication link.

The flow of hydraulic fluid through the supply lines 101a , 101b , 101c and drain pipes 102a , 102b , 102c is controlled by the respective control unit 110 , 120 , 130 regulated according to the manipulated variable specified by the respective processor. The first control unit regulates 110 the flow through the first supply line 101a and first drain line 102a , the second control unit 120 the flow through the second supply line 101b and second drain line 102b , and the third control unit 130 the flow through the third supply line 101c and third drain line 102c .

In order for the elevator car to be braked, at least two of the three control units must adopt a braking position in which the control valves are in a working position and the control valves are set in such a way that the filling quantity of the hydraulic fluid in the first cylinder chamber is increased and at the same time the filling quantity of the hydraulic fluid in the second Cylinder chamber is reduced. The manipulated variable x must therefore correspond to a value of x> 0% for at least two of the three control units.

Equivalently, at least two of the three control units must assume a release position in which the control valves assume a working position and the control valves are set in such a way that the fill quantity of the hydraulic fluid in the second cylinder chamber is increased and at the same time the fill quantity of the hydraulic fluid in the first cylinder chamber is reduced so that the car is released. The manipulated variable x must therefore correspond to a value of x <0% for at least two of the three control units.

The requirement that at least two of the three control units must assume a braking position / release position so that the car is braked / released prevents the car from being braked / released due to a malfunction of an individual control unit.

2 shows the brake system in a release state, with the first control unit 110 has a malfunction.

The control valves are used to release the car 111 , 121 , 131 of all three control units 110 , 120 , 130 brought into working position. The flow direction and the flow rate of the hydraulic fluid through the control valves are determined according to the manipulated variable x specified by the respective processor 112 , 122 , 132 set. For the release process, each of the three control units 110 , 120 , 130 a control value x <0% is set.

In the in 2 illustrated example has the first control unit 110 malfunction. True, the control valve 111 transferred to a working position, but the first control valve 112 instead of being transferred into a release position, in which a supply of hydraulic fluid into the second cylinder chamber 103b and an outflow of hydraulic fluid from the first cylinder chamber 103a is made possible, transferred into a braking position. This causes the braking effect of the second control unit 120 and the third control unit 130 is counteracted.

This malfunction is controlled by the second control unit 120 and the third control unit 130 detected. As a result, the first control valve 111 transferred to the blocking position, so that neither via the first supply line 101a , still through the first drain line 102a Hydraulic fluid is performed.

The resulting manipulated variable therefore corresponds to the first control unit 110 a value of x = 0%. The manipulated variable for the second control unit is corresponding 120 and the third control unit 130 customized.

The brake is therefore released exclusively via the second control unit 120 and the third control unit 130 . Ideally, the braking force to be applied is evenly applied to the second control unit 120 and the third control unit 130 divided so that the control value x for the second control unit 120 and the third control unit 130 x = 50% in each case, and thus via the second control unit 120 and the third control unit 130 a proportional flow rate of the hydraulic fluid of 50% each is passed. The control value for the second control unit 120 but can also be based on the control value for the third control unit 130 differ so that via the second control unit 120 one of the via the third control unit 130 different amount of hydraulic fluid is transported. So it is also possible that via the second control unit 120 the total amount of hydraulic fluid is passed, i.e. a proportional flow rate of the hydraulic fluid of 100% and via the third control unit 130 no hydraulic fluid is routed, so that the third control unit 130 proportionate hydraulic volume directed corresponds to a proportion of 0%. Likewise, the proportion of the third control unit 130 conducted hydraulic fluid can be up to 100%, while the proportion of the second control unit 120 conducted hydraulic fluid is accordingly up to 0%.

In order to prevent two of the three control units from malfunctioning at the same time and thus overriding the other control unit so that a braking process or a release by the brake system does not occur incorrectly, the brake is activated for each actuation process, i.e. for each braking process , as well as a test function carried out for each release process.

For this purpose, the processor of one of the three control units specifies a specific first control value for the associated control unit. The processor thus specifies the percentage to which the associated control unit should contribute to a braking process or a release process. Any value from -100% to 0% is specified for the first control value for a release process, and any value from 0% to 100% is specified for a braking process. By means of the electronic communication link, information is passed on to the processors of the other two control units about the remaining percentage that must be contributed to the braking process or the release process by the two other control units. This remaining percentage is divided symmetrically or asymmetrically between these two control units. A second control value and a third control value are generated accordingly. The second control value and the third control value each correspond to a value from -100% to 100%. In the case of faultless operation, the second control value and the third control value each correspond to a value from -100% to 0% for a release process and a value from 0% to 100% for a braking process. Ideally, the remaining percentage of the braking process or the release process is symmetrically divided between the second manipulated variable and the third manipulated variable, so that the second manipulated variable is identical to the third manipulated variable.

The electronic communication link between the processors of the three control units ensures that the sum of the percentages of the three control units corresponds to 100% for a braking operation or -100% for a release.

If the sum of the percentages of the three control units deviates from a value of -100% or 100%, then there is a failure or malfunction of one of the two control units for which the control value was adjusted according to the first control value.

By means of the communication link between the processors, a failure or a malfunction of a control unit is compensated for by correcting the manipulated variable for at least one of the other two control units.

In this way, a defect in a control unit is detected at an early stage, so that the defective control unit can be repaired or replaced. This prevents a failure of a braking function of the braking system.

List of reference symbols

100

Braking system

101

Supply line

101a

First supply line

101b

Second supply line

101c

Third supply line

102

Drain pipe

102a

First drain line

102b

Second drain line

102c

Third drain line

103

Brake cylinder

103a

First cylinder chamber

103b

Second cylinder chamber

103c

Brake piston

110

First control unit

111

First control valve

112

First control valve

120

Second control unit

121

Second control valve

122

Second control valve

130

Third control unit

131

Third control valve

132

Third control valve

Claims (15)

Brake system (100) of an elevator installation, which brake system (100) comprises: - at least one supply line (101) for supplying a hydraulic fluid, - at least one drainage line (102) for discharging hydraulic fluid, - at least one control unit (110, 120, 130), and - at least one brake cylinder (103), characterized in that the brake system (100) has at least three control units (110, 120, 130) which are set up to set a braking force of the brake cylinder (103) and to share a braking effect among one another. Braking system (100) Claim 1 , characterized in that the control units (110, 120, 130) each comprise: - a force measuring device and / or an acceleration sensor, - a processor, - a control valve (111, 121, 131), and - a control valve (112, 122, 132). Braking system (100) Claim 2 , characterized in that the processor is set up to specify a control value, the control value corresponding to the proportion of the braking force to be set by the associated control unit (110, 120, 130). Brake system (100) according to one of the preceding claims, characterized in that the control units (110, 120, 130) are in electronic communication with one another. Brake system (100) according to one of the preceding claims, characterized in that the supply line (101) is connected to the brake cylinder (103) via a first supply line (101a), a second supply line (101b) and a third supply line (101c), and the brake cylinder (103) is connected to the drain line (102) via a first drain line (102a), a second drain line (102b) and a third drain line (102c), a first control unit (110) being set up to allow the hydraulic fluid to flow through regulate the first supply line (101a) and the first discharge line (102a), a second control unit (120) is set up to regulate a flow rate of the hydraulic fluid through the second supply line (101b) and the second discharge line (102b), and a third control unit (130) a flow rate of the hydraulic fluid through the third supply line (101c) and the third discharge line is set up for this purpose (102c) to regulate. Brake system (100) according to one of the preceding claims, characterized in that the brake cylinder (103) comprises a first cylinder chamber (103a), a second cylinder chamber (103b) and a brake piston (103c), the brake piston (103c) being set up accordingly a filling amount of the hydraulic fluid in the first cylinder chamber (103a) and in the second cylinder chamber (103b) to be displaced in the brake cylinder (103) in order to adjust the braking force of the brake system (100). Method for adjusting a braking force by means of a braking system (100) according to one of the Claims 1 to 6th , characterized in that a car of the elevator system - is braked when at least two of the three control units (110, 120, 130) assume a braking position, - is released when at least two of the three control units (110, 120, 130) assume a release position. Procedure according to Claim 7 , characterized in that the first / second / third control unit (110, 120, 130) assumes a release position when the control value specified by the associated processor corresponds to a value x <0%, assumes a blocking position when the value specified by the associated processor Control value corresponds to a value x = 0%, and assumes a braking position when the control value specified by the associated processor corresponds to a value x> 0%. Procedure according to Claim 8 , characterized in that the control value corresponds to a value of -100% ≤x≤100%, wherein the control value corresponds to a percentage of the braking force that the corresponding control unit (110, 120, 130) should contribute to a braking or release process. Procedure according to Claim 9 , characterized in that the sum of the percentages of the braking force of the three control units (110, 120, 130) corresponds to a value of 100% for a braking process, and -100% corresponds to a release process. Procedure according to Claim 10 , characterized in that via the electronic communication link between the control units (110, 120, 130) the values of the control values are divided in such a way that the sum of the percentages of the braking force of the three control units corresponds to a value of -100% or 100%. Procedure according to Claim 11 , characterized in that the functionality of the control units (110, 120, 130) is checked by dividing the control values by means of the electronic communication link. Procedure according to Claim 12 , characterized in that the functionality of the control units (110, 120, 130) is checked in that - the processor of one of the three control units (110, 120, 130) specifies a specific first control value; - A remaining percentage of the braking force is transmitted by means of the electronic communication link to the two other control units of the three control units (110, 120, 130), the remaining percentage of the braking power being a difference between 100% and the first deceleration setpoint for a braking process, or corresponds to a difference between -100% and the first deceleration setpoint for a release process; and - corresponding to the remaining percentage of the braking force for the two other control units, a second control value and a third control value are specified. Procedure according to Claim 13 , characterized in that a malfunction is detected when the sum of the first control value, the second control value and the third control value has a value of 100% for a braking process; or -100% for a release process deviates. Elevator installation comprising at least one brake system (100) according to one of the Claims 1 to 6th , by means of which braking system (100) a braking force for a car of the elevator installation according to the method according to one of the Claims 7 to 14th is set.

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